Chables f



C. F. PRESCOTT.

LOCOMOTIVE SUPERHEATER,

APPLICATION FILED FEB. 28, I9I9.

Patented Sept. 9, 1919.

fig. 3.

' UNITED STATES PATENT OFFICE.

CHARLES F. PRESCOTT, OF BROOKLYN, NEW YORK, ASSIGNOR T0 LOCOMQ'IIVE SUPER- HEATER COMPANY, OF NEW YORK, N. Y.

LOCOMOTIVE-SUIERHEATER.

Specification of Letters Patent' Patented Sept. 9, 1919.

To all whom it may concern Be it known that 1, CHARLES F. Pnnscorr,

a citizen of the United States, and resident of Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Locomotive-Superheaters, of which the following is a specification.

This

object the provision of a new and improved disposition of the parts in order to obtain certain advantages pointed out below.

In the development of the modern locomotive the boiler length in some cases has become very great, and my invention has particular reference to these, although it may also be used in connection with locomotives of smaller boiler length. The nature of my invention and the manner of its use as well as the advantages obtained by its use will readily be understood from the follow ing specification which is to be read in connection with the accompanying drawings. In the latter, Figure 1 represents a central Y longitudinal section of a boiler with my intill vention applied; Fig. 2 is a composite sectional view, the left half being taken on line 2 2 of Fig. 1, and the right half on line 2?--2 of the same figure, the direction of the view being in each case indicated by arrows; Fig. 3 is a top view of Fig. 1. Throughout the drawings parts inessential for an understanding of my invention have.

been omitted and broken away.

The boiler shell is designated by the reference numeral 1, while 2 is the firebox and 3 the back tube sheet. 1 is a stack in about the ordinary location. The front tube sheet -5, instead of being in the proximity of the stack 41;, is placed at a considerable distance toward the rear, its exact location depending on several factors, such as the total steam consmnption, pressure,superheat desired, etc. In the drawing an average case is represented.

The front and rear tube sheets 3 and 5 are connected by the tubes 6. The dry pipe 7, throttle 8, and steam dome 9, are of ordinary or any preferred construction. Connected to the forward end of the dry-pipe 7, is a T-fitting '10, to the other two ends of which are attached the pipes 11 and 11, which in turn have their farther ends connected to the superheater headers 12, which invention relates to locomotives, equipped with superheaters, and has for its are to receive the saturated steam. The header 13, to which the steam is returned after it has beensuperheated, lies adjacent to header 12,. and the two communicate with each other by means of the superheater units 14. The drawings show only one half of the structures just described, it being understood that the other side of the boiler is similarly equipped.

The units 14 are shown as being made up each of a series of pipe lengths suitably connected by return bends, the whole unit .having its two ends secured to the two headers 12 and 13 by means of a clamp 15. The precise form of the superheater, as will be clear from what follows, does not form any part of my invention. Any suitable form of superheater may be en'iployed.

The header 13 has leading from it the steam pipe 16.

The superheater units 1 1 are located in a chamber of generally square cross section, Whose top and bottom are numbered 17 and 18, and one of whose sides shows at 19. A dead space 20, is left between this chamber and the shell 1. The front end of the walls of the chamber are secured to the trans versepartition 21, while the rear end of the top sheet is secured to the front flue sheet 5, and the rear ends of the two side and the bottom sheets are secured to the cylindrical walls of the boiler shell.

The partition 21 has in it two openings,

one to each side of the nozzle 23, these open-.

ings being controlled by dampers These dampers 22 are secured to the shaft 2 1 and rotate with it. This shaft extends from side to side of the smoke box, and supported at one end in a journal of any desired form (not shown), while its opposite end extends through the stuffing box 25, and has keyed to its outer end the arm 26. 27 a steam cylinder secured by any desired means to the body of the boiler and has within it a piston from which extends the piston rod 28, whose outer end is by means of two pins and the link 29, connected to the arm 26. Steam is supplied to this cylinder from the steam pipe 16, by means of the pipe 30.

The lower and forward parts of the smoke box are separated from the remaining portions by means of the diaphragm 31, and the deflector 32. 33 is an apron of usual con struction.

The top sheet 17 has in it an opening 3 1 4 which registers with the lower end of a sec- 0nd stack 35, The top of this stack is provided with a damper 36 which pin is the arm 45. The cylinder 456, which is secured to the locomotive in the proper position by means of the bracket 47,has reciprocating in'it the piston 48, from which the piston rod 49 extends outward, its farther end being connected to the end of arm .45 by means of the link 50. The end of piston 48 and capable of re- ,inder.

Below and in line with the stack 35 is a blower, d0, f

in the lower wall of the shell, immediately forward of the front tube sheet, is an openingal, controlled by the damper This damper is manually operated by means of the rod 43 connected by suitable means to a lever or other operating mechanism in the cab...

open position, as the ihe operation of the device is-as follows; "When the locomotive is under steam and the throttle 8 is open, steam pressure from pipe 7 is transmitted through-pipe 51 to cylinder db, and piston 48 is forced against the pressure of spring 52 into the position indicated inthe drawing in Fi 3. This motion is transmitted by means of the link 45 and pin 4:4 to the damper 36, closing it. p

The two dampers 22 will be kept in their steam pressurefrom steam pipe 16, reaching cylinder 27 through pipe30, keeps the piston and the piston rod 28 toward the right, as viewed in Fig. 1, and this raises the dampbrs.

The products of combustion, leaving the tubes 6, are therefore at such times forced to make" their way across the superheater units, to pass through the openings uncovered by dampers 22, and throughthe netting in the" deflector 32 before they can reach the atmosphere by way of,stack 4;. i1 passing over the superheater units, these roducts of combustion su erheat the steam/ that is simultaneously owing through these units on its way to the cylinders.

During the times referred to, the damper 42 will normally be closed, though conditions may obtain which may make the admission of acertain amount of air at this point desirable even while the engine 1S working steam.

As soon as the main throttle 8 is closed, dampers 22 close the pressure in cylinder 27 no longer exists; and at the same time spring 52 moves piston 48 into the opposite position from that is fixed to v and rotates with the pin 44. Keyed to this outer side of the cylinder,

farther end of the cylinder by their own weight, as"

neither shown in Fig. 3, thus opening damper 36.

The products of combustion then no longer leave by Way of stack 4: but do so by way of stack 35. Thus they do not come into contact with the superheater, and no danger exists of the superheatenbeing injured by them,

shell, a firebox with a tube sheet, a front tube sheet, tubes connecting the two tube sheets, dampered means of escape forthe products of. combustion issuing from the fire tubes, a superheater in the shell forward of-said means, a second means of escape for the products of combustion located forward of the superheater, a partition between the superheater and saidsecond means of escape provided with a dampered opening, a conduit equlpped with a throttle said conduit connecting the steam space of the locomotive with the superheater, a second;

conduit leading'from the 'superhcater, and means to open the partition damper in response to steam pressure in the second'conduit and to close it in the absence of such pressure, and means to open the damper in the first means of escape in response to steam pressure in the first conduit and to close it in the absence of such pressure.

2. In a locomotive the combination of a shell, a front and a rear tube sheet placed comparatively near together and connected.

by tubes, a stack in the shellimmediately forward of the front tube sheet, and a second stack near the front end of the shell, an apertured transverse partition through the shell just back of the second heater in the shell between the two stacks, and means to close the rear stackand open the aperture in the partition when steam is flowing through the superheater, and to close the aperture and open the "rear stack when there is not, p

3. In a locomotive, the combination of a shell, a tube sheet and a partition inclosing a relatively large portion of the space in the shell, outlet means just forward of the tube sheet and other outlet means just the partition, a superheater in the inclosed space in the pathof gases on their way to the second outlet but out of the path of gases on their path to the first outlet, and means to direct the gases to the second or'to the first outlet in response to whether there is or is not respectively steam, flowing through the superheater.

stack, a super forward of Mamet l. lln a locomotive, the combination of a shell, a tube sheet and a partition incloeing a relatively large portion of the space in the shell, outlet means just forward of'the tube 5 sheet and. other outlet means just forward of the partition, a superheater inthe inelosed space in the path of gases on their Way to the second outlet but out of the path of the gases on their Way to the first outlet, and means to direct the gases to either out- 10 let.

Signed at New York, in the ceunty of New York and State of New York this 24th day 0t Fehmar y A. 1D. 1919.

CHARLES F.- PRESCOTT. 

